Chapter 2

The Turbo I used: In a local junk-yard I found an 1986 Chrysler Lebaron with a 2.2 liter turbocharged 4 cylinder motor. It had low mileage and had been junked primarily due to a bad transmission. It was almost a shame to junk this car and take apart the motor. This 4 cylinder vehicle came stock with electronic fuel injection. Since it was an 86', the turbo system had an EGR set up on one end which by sensing boost decides how much exhaust gas to re-circulate through a _ inch tube. This model of TO3 has water cooling. The intake side is rotatable. A four bolt flange attaches it directly to the exhaust manifold. On the output of the exhaust there is a _ inch "toilet seat" valve which can reroute exhaust manifold gases around the turbo. The cast iron duct work containing the valve turns the exhaust gases 90 degrees south in the original vehicle and holds a sensor. The flange mating to the exhaust pipe is unusual. The gasket cost about $15.00 alone (not that I would use oneā€¦). 

WHY THIS TURBO? This turbo was available, in good shape and was smaller than the 2.6 liter engine that I have (169 cubic inches). The 2.2 liter turbo should cause the motor to spool up quickly at lower RPM. This leaves less likelihood of lag and gives power low down (which is what you want for street use). Considering the weak first gear, a quick shift into second requires more torque. This turbo has water cooling which I think is a plus. It is easier to get parts for Chrysler turbos than it was for the other Volvo turbo which I was also looking at ($200.00). That turbo was sitting on a shelf with no history about the car. If this turbo fails, a second turbo will be obtainable for about $75.00 in central Minnesota. The way I am building the system it will be a straight bolt-in operation if a second turbo was needed.

turbo1          turbo2          turbo3

Blow thru? A blow thru turbo set-up allows only air through the turbo. The seals will last longer and left over "air" can be more easily and safely dealt with. I will be installing a radiator cap on the tube between the turbo and the car. When the pressure reaches the level of the pressure denoted on the cap, the seal opens to the system and excess air through the over-flow "tube" goes into an air tank which will store the air until I need it. A second blow off valve will then gate air over that designated tank pressure into the atmosphere. This will be set at about 75 to 100 lbs (more on what I use that air for later).

Boost blowoff:    Pieces to make variable gate        Gate finished


1.Will the "toilet seat" exhaust bypass on a stock 2.2 Chrysler turbo be big enough to use in gating the system? It has a diaphragm attached thru linkage. Should I utilize this, controlled by a boost line from the turbo compressor outlet?  I'm told that it does'nt take much of a 'leak' to shut down the turbo's boost, and the bypass should be big enough.

2.What would be the best use of the O2 sensor?

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